Governing mechanism for internal combustion engines



Dec. 31, 1957 R. L. SHALLENBERG GOVERNING MECHANISM FOR INTERNALcoMBUsTIoN ENGINES Filed April '7. 1956 2 Sheets-Sheet 1 Dec. 31, 1957R. I .sHALLE-NBERG 2,818,053

GOVERNING MECHANISM FOR INTERNAL COMBUSTION ENGINES 2 Sheets-Sheet 2Filed April 7. 1956 I I INIVENTOR. L/@Zfyzizyyf United States Patfff 12,818,053 GOVERNING MECHANISM FOR; INTERNAL COMBUSTION ENGINES Robert L.Shallenberg, Westchester, Ill.,V assigner: to In` ternational HarvesterCompany, a corporation of Newy Jersey j.

Application August 7, 1956Serial No. 602,609 Claims. (Cl. 12S-140) Thisinvention relatesv to internal combustion engines` and is primarilyconcerned with a governing mechanism for diesel engines.

An object ofv the invention is to provide a throttle control in agoverning mechanism which is easy to` operate; l

Another object of the invention is to provide a'throttl'e control and agovernor control in a governing mechanism which are independent yetactuated thesame controlV shaft for the fuel injection pumip so thatthereV may be a direct increase or decrease of fuel by operation of theythrottle resulting vin no delay in the change of fuel.

A further object of the invention islto provide a governing mechanismallowing full delivery of fuel toy be' reached at `any throttle settingbetween one half and full.

The foregoing and other objects of ther invention will be apparent fromthe construction and arrangement illus? trated in the accompanyingdrawings wherein:

Figure l is a longitudinal sectional view' through a governingmechanismv for a combined fuel injection pump and injection nozzle of adiesel engine',

Figure 2 is a cross: sectional View' through the govern'- ing mechanismtaken on the line 2 2 of Figure l", and

Figure 3 is a graph showing the torque control'. characteristicsobtained by the governing mechanism;

The invention proposes a governing mechanism for diesel engines; Ahousing isprovided and a2 shaft is' rotatably mounted in the housing andis operatively con nected to the crankshaft of the engine. A sleeve isro tatably and slidably mounted on the shaft and another sleeve isslidably mounted on the'same shaft and'bearin'gs' are disposed betweenthe sleeves so that the first named` sleeve may rotate relative to thesecond named sleeve. Resilient means bears against the secondnamedsleeve `and the housing anda pair of opposed weights are pivot; allymounted on the shaft and engage the rst named sleeve. AA throttle shaftis arranged transverselya of andspaced from the rst named shaft and isrotatably susp-` ported in the housing. A ymember is rotatablyv mountedon the second named shaft and is in pivotal engagement with the secondnamed sleeve.v A link is rotatably mounted on the second named shaft anda resilient restraining mechanism is mounted on the link and the secondynamed shaft and allows thev link to be rotated in only one direction onthe shaft. Another link is pivotally connected to the first named linkand a cani follower isv pivotally connected to the second named link andthe member and a cam is pivot-ally connected to the member and the camfollower engages the cam. Another link is pivotally connected to thefollower and another shaft is arranged in spaced parallel relation withthe second named shaft and is rotatably mounted in the housingfand isoperatively connected to a fuel injection Another link is pivotallyconnected to the third named link and is fixedly secured on the thirdnamed; shaft. This arrangement. has the advantages of providingavthottle control which is easy to operate and has a throttle om troland a governor control which are independent so that there may be adirect increase or decrease fuel lby operation ofr the throttleresulting in no delay in the change of fuel and allows full delivery offuel to be reaiched at any throttle setting Between one half a'd ful lnthe drawings, generally' designates a governing" 2,818,053 rfentedDec--3 1, ,1957,

2` mechanism for a diesel` engine having a housing 11. A shaft12;isidisposedfinthe` housing 11` and a sleeve 13 is disposed onthegshaft and-has one end rotatably mounted on bearings in the housing.and its other end terminates at aI considerable ydistance from theother end of the shaft. A structure 14 is rotatably mounted ini bearingsin the housing'l 11 and is also' lixedly secured on the shaftl 12. Theshaft l2 has abevel gear 15 ixed thereon and a shaft 16 is dispo'sedat,right angles" to the shaft 12 and has a4 bevel gearl7 tixedv thereonywhich meshes with bevel.` gear `15. The'v shaft. 16 is operativelyconnected to thelcrankshat of theengline. A sleeve 1'8 is rotatably andyslidably.I` mounted on the sleeve 1-34 and a sleeve 19 isslidablymounted` on tlrejsleevel and circular grooves are' provided, in sleeves.18 and 19 and ball bearings 20' are disposed in thegroove'sso thatsleeve 1-8- may rotate withrespect to-s1eeve 192. A pair of governorsprings 21 surroundy shaft 12- and; sleeve 13-and bear against sleeve19I and the housing.. Thel springs 21` urge sleeves 1-8 and 19towardfthegeared'y end` of shaft 12', A pair of opposed weights 22 arepivotally mounted on thestructure 144 and are .adapted to engage the.sleeve 18. A support 23y is disposed in. the housing 113r and lixedlysecured. thereto and this supporthas spaced depending legs. A shaft 24 fis arranged transversely of and-.spaced above the shaft 12 andisrotatably-.mounted inthe legs of the support 23.` The shaft. 24 iskoperatively connected to a manually oper-A ated throttle. A memberZSfhas a pairof spaced parallel arms 26- and a pair of spaced parallelarms 27' are arranged atV substantially a right angle with' respect tothe arms 26 andazpair. of spacedA parallel arms 28 are disposed oppositearms V26 and are arranged at substantially a right angle with respect tothe arms 27. The member 25 is rotatably mounted on the shaft 24 at thelocation of the intersection of.` thearms 26; 27 and 2S. The arms 28 ofmember 25 havek integral lugs on their free ends which. engage thesleeve 19 sothat there is a pivotal connection between4 the armsvv andthe sleeve. A link 29 has a huh 30 on one end,v and the hub is rotatablymounted von shaft24. The hub 30 has a recess therein affording a wall3'1extending longitudinally of the hub and a pin 32 is xedin shaft 24andengages the wall of the recess and another pin 33 is fixed in the huband a coil. springv 34 surrounds the hub and its ends are hooked aroundthe pins. The hub 30 and pins 32 and 33 and spring 34 form a resilientrestraining mechanism for link 29 which allows rotation of thelink inone direction only and rotation of the link in saidone direction isallowed only when a predetermined loading is exceeded. A link 35 Ahas'oneend pivotally connected to the other end of link 29. A cam follower36 has the portion contiguous with one edge pivotally connected to theother end of the link 35 and thisportion is also pivotally connected tothe free ends of arms 26 o f ymember 2.5. 6 A roller 37 is carried bythe` follower 36 and is located in the portion contiguous with `theopposite edge of the follower. An element 38 has one endpiv'otallyconnected to the free ends of the arms 27 of member 25 and has' a carn39 on its other end. The element 38 is formed of two parts so that itslength may be adjusted.. The support 23 has, a slot thereinthroughwl'lich the element 38 projects and a slide 40 has alongitudinally extending slot 41 therein and has its end engagingelement 38 bifurcated and a screw 42 is' disposed inI the slot 41 and isin engagement with aj threaded opening in the support. A block 43 is xedto support 23 and has a threaded opening therein and an externally',threaded element 44 is inengagement with the block. Upon loosening ofthe screw 42 slide 41 can be' moved by turning element 44 to rotatevelement 38 about its pivot .so that the 39 canbc adjusted with respectyto the follower 36'. y A link 45 has one end pivotally` connected'tothe' last named portion of the follower 36 nd shaft 46 is arranged inspaced parallel relation with respect to the shaft 24 and is rotatablymounted in the housing 11 and is operatively connected to the outputcontrol of a fuel injection pump of a combined fuel injection pump andinjection nozzle. A link 17 has one end pivotally connected to the otherend of the link 45 and has its other end xedly secured on the shaft 46.

In Figure 1 there is a curve having marks High idle, Low idle .and Shutolf. These marks show the various positions of shaft 24. The variouspositions of the link 47 are also indicated in Figure 1. These positionsare No fuel, Low speed idle, High speed idle, Normal Operating range,Rated load Torque control range and Maximum torque. A feature of thegovernor is the non-loaded throttle. Many governors change speeds byacting directly upon the governor spring with the throttle. Thisrequires considerable throttle effort and necessitates elaboratethrottle holding devices. In applicants invention link 29 is actuated bythrottle shaft 24 through the resilient restraining mechanism whichpermits relative motion in one direction only and that only when apredetermined loading7 is exceeded. The cam follower 36 is actuated bylink 35 through its connection with link 29 and pivots about the pinconnecting member 25 and the follower. By the path of shaft 24, links 29and 35, cam follower 36, link 45 and shaft 46 motion is transferreddirectly from the throttle to the injector control, increasing ordecreasing the fuel delivery at will. The governor weights must alsocontrol the same injector shaft simultaneously and yet neither throttleor governor control may interfere with the other. The member 25 isactuated on its one extremity by the governor thrust sleeve 19 and ispivoted freely on throttle shaft 24 and carries the pin connecting it tofollower 36 at its other extremity. Through the parallelogram formed bylinks 29 and 35, cam follower 36 and member 25, movement of the governorthrust sleeve 19 is transmitted directly through member 25 and camfollower 36 to actuate link and thus control shaft 46. By this meansthrottle movements and governor movements are independent yet actuatethe same control shaft. It follows then that when control shaft 46 ismoved toward increased fuel by the throttle shaft 24, the engine willincrease in speed, supplying more energy to governor weights 22 whichwill swing outward a given amount, moving sleeves 18 and 19 axiallyagainst the force of springs 21 and through the mechanism will move thecontrol shaft in the direction of decreased fuel. This movement willstabilize the engine at a higher speed. Because of the balance betweengovernor weights 22 and governor springs 21 a fixed relation existsbetween speed and the position of the sleeve 19. The member 25 throughthe arm 27 also supports the pivot pin to which is attached the element38. If load is applied to the engine at a given throttle setting, thespeed will drop and the governor mechanism will swing control shaft 46toward increased fuel. When the maximum allowable amount of fuel isreached, further increase is prevented by roller 37 contacting cam 39.Further drop in speed results in cam follower 36 pivoting about the pinconnecting it to member 25 causing link 29 to rotate with respect toshaft 24 while winding up the resilient restraining mechanism. At thesame time, cam 39 is being moved by the governor thus giving anincreased or decreased fuel delivery depending on the cam profile beingtraversed by roller 37.

In Figure 3 are shown sets of curves with revolutions per minute asabscissas and the left hand ordinates being Fuel/Stroke Full Load,Horsepower and Torque Ft. Lbs. and the right hand ordinate being RackMovement Required-%. The solid curves in each case illustrate a possiblecondition arising from no torque control at all. By assuming a fuelconsumption curve and knowing the approximate fixed rack deliverycharacteristic (second curve set from bottom) designated fuel per strokethe natural torque curve at the top of the sheet, can be calculated. Asshown, this curve would produce only a 5% torque rise and would not besatisfactory for tractor work. A possible tractor type torque curve isshown by the dashed line, having a 15% rise with a peak at R. P. M. Toachieve such a curve, the torque control mechanism would have to movethe injector control in the direction of increased fuel as much aslll/2% as shown in the first curve set from the bottom (also a dashedline) designated Rack Movement Required. Note that the rate of movementis highest at high speeds, decreasing with speed and then becomingnegative in direction at very low speeds. The latter would be to protectthe engine and tractor from excessive torque at low speed. Another typeof increased torque curve is shown by the dot-dash curves. This curvehas a concave rise, peaking at 2362. at 800 R. P. M., then dropping ofi'sharply for proteclicn. The rack movement required is also shown indot-dash form, and shows slow rates of increase at high speeds butrapidly increasing rates at lower speeds, then changing to negative rateand dropping off to an actual negative posi-- tion at low speeds. In anoil-field engine used for scrcvfing pipe together, a decreasing torquecurve might he rcquired to prevent twisting off the pipe. Such a set ofcurves is illustrated in double dot-dash. This shows the torque controlmechanism would be required to move the injector control toward lessfuel in the manner shown. Any conceivable torque characteristic whichfails within the peak output limitations of the engine can be produced.The adjustment provided by slide 4i) serves to move that portion of thetorque curve which is coincident in time with the period roller 37engages cam 39 up or down intact. The adjustment of the length ofelement 3ft serves to shift the torque curve sideways intact. Acombination of these two adjustments will permit setting the torque peakto the desired amount while holding rated loud at specifications.

Another feature of this governor is a provision allowing full deliveryof fuel to be reached at any throttle setting between one half and full.It will be noted from the discussion above that under torque controlaction, link 29 was forced to rotate against the resilient restrainingmechanism by the action of roller 37 and member 25. This movement oflink 29 is toward decreased throttle and amounts to one half throttlewhen peak torque is reached. Thus, any throttle position of one half orgreater will permit the same peak torque to be achieved. However, anythrottle setting less than one half will prohibit reaching peak torquefuel and will thus prevent the engine from being subjected to full loadoperation at extremely low speeds.

By having a throttle control which does not act upon the governor springthe throttle control is easy to operate. Since the throttle control andgovernor control are independent yet actuate the same control shaft forthe fuel injection pump there may be a direct increase or decrease offuel by operation of the throttle resulting in no delay in the change offuel. In prior governors where the throttle acted upon the governorspring movement of the throttle was transmitted to the governor and thegovernor brought about the change of fuel. In these old arrangementsthere was considerable delay before the governor brought about thechange of fuel. With applicants throttle control there is no delay inthe change of fuel.

What is claimed is:

1. A governing mechanism for an internal combustion engine comprising ahousing, a first shaft rotatablyY mounted in the housing and operativelyconnected to a crankshaft of the engine, a first sleeve rotatably andslidably mounted on the first shaft, a second sleeve slidably mounted onthe rst shaft, bearings between the first and second sleeves so that thefirst sleeve may rotate relative to the second sleeve, resilient meansbearing against the second sleeve and the housing, a pair of opposedweights pivotally mounted on the first shaft and engaging the firstsleeve, a second shaft arranged transversely of and spaced from thefirst shaft and rotatably supported in the housing, a member rotatablymounted on the second shaft and pivotally connected to the secondsleeve, a first link rotatably mounted on the second shaft, a resilientrestramlng mechanism mounted on the first link and the second shaft andallowing the link to be rotated in only one direction on the shaft, asecond link pivotally connected to the first link, a follower pivotallyconnected to the second link and pivotally connected to the member, acam pivotally connected to the member, the follower engaging the cam, athird link pivotally connected to the follower, a third shaft arrangedin spaced parallel relation with respect to the second shaft androtatably mounted in the housing and operatively connected to the outputcontrol of a fuel injection pump, and a fourth link pivotally connectedto the third link and fixedly secured on the third shaft.

2. A governing mechanism for an internal combustion engine comprising ahousing, a first shaft rotatably mounted in the housing and operativelyconnected to a crankshaft of the engine, a first sleeve rotatably andslidably mounted on the first shaft, a second sleeve slidably mounted onthe first shaft, bearings between the first and second sleeves so thatthe first sleeve may rotate relative to the second sleeve, resilientmeans bearing against the second sleeve and the housing, a pair ofopposed weights pivotally mounted on the first shaft and engaging thefirst sleeve, a second shaft arranged transversely of and spaced fromthe first shaft and rotatably supported in the housing, a memberrotatably mounted on the second shaft and pivotally connected to thesecond sleeve, a resilient restraining mechanism comprising a hubrotatably mounted on the second shaft and a wall on the hub extendinglongitudinally thereof and a pin fixed to the shaft and engaging thewall and a pin fixed to the hub and a coil spring on the hub engagingthe pins, a first link fixedly secured to the hub, the resilientrestraining mechanism allowing the first link to be rotated in only onedirection on the second shaft, a second link pivotally connected to thefirst link, a follower pivotally connected to the second link andpivotally connected to the member, a cam pivotally connected to themember, the follower engaging the cam, a third link pivotally connectedto the follower, a third shaft arranged in spaced parallel relation withrespect to the second shaft and rotatably mounted in the housing andoperatively connected to the output control of a fuel injection pump,and a fourth link pivotally connected to the third link and fixedlysecured on the third shaft.

3. A governing mechanism for an internal combustion engine comprising ahousing, a first shaft rotatably mounted in the housing and operativelyconnected to a crankshaft of the engine, a first sleeve rotatably andslidably mounted on the first shaft, a second sleeve slidably mounted onthe rst shaft, bearings between the first and second sleeves so that thefirst sleeve may rotate relative to the second sleeve, resilient meansbearing against the second sleeve and the housing, a pair of opposedweights pivotally mounted on the first shaft and engaging the firstsleeve, a second shaft arranged transversely of and spaced from thefirst shaft and rotatably supported in the housing, a member rotatablymounted on the second shaft and pivotally connected to the secondsleeve, a first link rotatably mounted on the second shaft, a resilientrestraining mechanism mounted on the first link and the second shaft andallowing the link to be rotated in only one direction on the shaft, asecond link pivotally connected to the first link, a follower pivotallyconnected to the second link and pivotally connected to the member, acam pivotally connected to the member, the follower engaging the cam, athird link pivotally connected to the follower, a third shaft arrangedin spaced parallel relation with respect to the second shaft androtatably mounted in the housing and operatively conected to the outputcontrol of a fuel injection pump, and a fourth link pivotally connectedto the third link and tixedly secured on the third ghaft,

4. A governing mechanism for an internal combustion engine comprising ahousing, a first shaft rotatably mounted in the housing and operativelyconnected to a crankshaft of the engine, a first sleeve rotatably andslidably mounted on the first shaft, a second sleeve slidably mounted onthe first shaft, bearings between the first and second sleeves so thatthe first sleeve may rotate relative to the second sleeve, resilientmeans surrounding the first shaft and bearing against the second sleeveand the housing, a pair of opposed weights pivotally mounted on the rstshaft and engaging the first sleeve, a second shaft arrangedtransversely of and spaced from the first shaft and rotatably supportedin the housing, a member rotatably mounted on the second shaft andpivotally connected to the second sleeve, a first link rotatably mountedon the second shaft, a resilient restraining mechanism mounted on thefirst link and the second shaft and allowing the link to be rotated inonly one direction on the shaft, a second link pivotally connected tothe first link, a follower pivotally connected to the second link andpivotally connected to the member, a roller carried by the follower, anelement pivotally connected to the member and having a cam thereon, theroller engaging the cam, a third link pivotally connected to thefollower, a third shaft arranged in spaced parallel relation withrespect to the second shaft and rotatably mounted in the housing andoperatively connected to the output control of a fuel injection pump,and a fourth link pivotally connected to the -third link and fixedlysecured on the third shaft.

5. A governing mechanism for diesel engines comprising a housing, afirst shaft rotatably mounted in the housing and operatively connectedto a crankshaft of the engine, a first sleeve rotatably and slidablymounted on the first shaft, a second sleeve slidably mounted on thefirst shaft, bearings between the first and second sleeves so that thefirst sleeve may rotate relative to the second sleeve, resilient meanssurrounding the first shaft and bearing against the second sleeve andthe housing, a pair of opposed weights pivotally mounted on the firstshaft and engaging the first sleeve, a second shaft arrangedtransversely of and spaced from the first shaft and rotatably supportedin the housing, a member having a first arm and a second arm arranged atsubstantially a right angle with respect to the rst arm and a third armdisposed opposite the first arm and arranged at substantially a rightangle with respect to the second arm and the member being rotatablymounted on the second shaft at the location of the intersection of thearms and the third arm having its free end pivotally connected to thesecond sleeve, a first link having one end rotatably mounted on thesecond shaft, a resilient restraining mechanism mounted on the firstlink and the second shaft and allowing the link to be rotated in onlyone direction on the shaft, a second link having one end pivotallyconnected to the other end of the first link, a follower pivotallyconnected to the other end of the second link and pivotally connected tothe free end of the first arm of the member, a roller carried by thefollower, an element having one end pivotally connected Ito the free endof the second arm of the member and having a cam on its other end, theroller engaging the cam, a third link having one end pivotally connectedto the follower, a third shaft arranged in spaced parallel relation withrespect to the second shaft and rotatably mounted in the housing andoperatively connected to the output control of a` fuel injection pump,and a fourth link having one end pivotally connected to the other end ofthe third link and having its other end fixedly secured on the thirdshaft.

References Cited in the file of this patent UNITED STATES PATENTS2,259,693 Hogetnan Oct. 21, 1941 2,274,609 Edwards Feb. 24, 19422,708,921 Links May 2 4, 195,5

